Power train connection for changespeed transmissions



May 22, 1951 o. H. BANKER 2,553,998

POWER TRAIN CONNECTION FOR CHANGE-SPEED TRANsNIssIoNs Filed April 28, 1947 2 Sheets-Sheet 1 May 22, 1951 y o. H. BANKER 2,553,993

PowER'rmN CONNECTION Fox cHANGEsPEmTRANsNIssIoNs Filed April 28, 1947 2 Sheets-sheet 2 BY WW2? Patented May 22,

POWER TRAIN CONNECTION FOR CHANGE- SPEED TRANSMISSIONS Oscar H. Banker, Evanston, Ill.

Application April 28, 1947, Serial No. 744,275 12 claims. (ol. p11i- 732) The invention relates to 'a change-speed transmission. More particularly it pertains to the provision of an improved power train connection comprising -a synchronizing means capable of synchronizing the speeds of rotation between driv-ing and driven shafts and constructed and controlled in such manner so as to provide for the disconnection of the shafts. rihis feature is important in a transmission in cases where it is important to provide an absolute neutral in the transmission so that the vehicle equipped with the transmission may be towedcr pushed without the driven shaft causing the engine to turn over.

One particular change-speed transmission in which the present invention provides an improvement comprises a high speed driving shaft connected at its 'forward end to the vehicle engine, or other source of power, and journaled -at its rear end ina Ydriven shaft, which may be in turn connected to the traction wheels of the vehicle. The transmission further includes a tubular low .speed driving shaft which surrounds the high .speed driving shaft and which is normally driven from the driven element of an hydraulic torque converter-of which the driving elenientris releasably connected with the high speed shaft. The low speed driving shaft of such transmission is capable of'being selectively coupled to theA driven shaft by means of clutch or gear elements con'- tr'o'lled by a shiftaole member having forwardf neutral and reverse positions. The arrangee nient is therefore suoli that power is transmitted lto the driven shaft in either direction of reduced speed and increased torque through a low Ispeed power train which includes the torque 4converter and the low speed driving shaft.

A high speed power train includes means for connecting the driven shaft to the high speed driving shaft to accomplish a direct drivey While causing the driven shaft to overrun the low speed power train. The means for connecting `the high speed `driving shaft and the driven shaft includes clutch elements Aand a synchronizing device in the' form of an overruhning clutchrso connected betweenthe high speed shaft and the driven shaft that the high speed drive shaft 'can overrun the driven shaft but so that the speed ofthe high speed shaft cannot drop below the speed ofthe driven shaft. Heretofore the synchronizing device has been c onnecteddirectly between ,the driven shaft and the high speed vdriving shaft.. The disadvantage of this ,construction is that the-synchronizing device acts to connectth'e high speed drivingrshaft and vdriven shaft in driving relation when the speed of the driven shaft exceeds that of the driving shaft, with the disadvantage that the vehicle cannot be towed or pushed without transmitting power from the driven shaft to the high speed driving shaft and thus to the vehicle engine, even though the shiftable member between the driven shaft and the low speed driving shaft is in its neutral position.

It is an important object of the present invention to eliminate the disadvantage set forth above, preferably by an improvement which includes for the synchronizing device a power train connection operable between the high speed driving shaft and the driven shaft only when a driving connection is effected between the low speed drive shaft and the driven shaft.

Other objects include: an arrangement of the synchronizing device in vsuch a manner that it is controlled by the shiftable member that connects or disconnects the driven shaft and the low speed driving shaft; the provision of means for accomplishing the foregoing objects without materially altering the basic structure of the change-speed transmission in which it forms an improvement; the provision of the foregoing improvement without altering the basic operation of such changespeed transmission, particularly that feature of limiting free-wheeling of the vehicle when the v transmission has its shiftable member set in the forward position.

The foregoing and other important objects and desirable features of the invention will become readily apparent as the following detailed description progresses in connection with the accompanying drawings of vtivo preferred embodiments of the invention. In the drawings:

Fig. 1 is a longitudinal sectional view through a change-speed transmission embodying one form of the invention;

Fig. 2 is a diagrammatic viewillustrating driving connections between an engine flywheel and concentric shafts at the left end of Fig. l; and

Fig. 3 is a longitudinal sectional View through the transmission and illustrating a second form of the invention incorporated thereinto.

"Lgs, l and 2 In the transmission illustrated in these figures lthe reference numeral Iii designates the iiywheel of an internal combustion engine. The numeral l2 indicates a high speed Vdriving shaft splined at its forward (left) end to ythe flywheel Iii. AThis driving shaft extends longitudinally of thev transmission and its .rearmost end is reduced at It and provided with an anti-friction bearing i8. The bearing i8 is in turn carried in a driven structure designated generally by the numeral Eil. This structure includes a driven shaft 22 which is journalled in a ball bearing unit 23 carried in the rear wall of a gear boX or housing The driven shaft 22 is drivingly connected with the vehicle traction wheels or other propelling means.

rhe flywheel il? has associated therewith a disconnectible means 38 which may be in the form of a conventional friction clutch, a representation of which is shown in Fig. 2. The clutch plate 3| of this clutch is connected for conjoint rotation with a short tubular shaft 32 which is coaxial with and surrounds the high speed driving shaft i2. The connection between the clutch plate 3l and the tubular shaft 32 may be effected by a spline, as is conventional. lThe shaft 32 is coaxial with a tubular driving shaft hereinafter referred to as the low speed driving shaft. Each of the shafts 32 and 34 is journalled for rotation with respect to the high speed driving shaft i2.

An hydraulic torque converter 33 of the turbine type is provided for connecting the shafts and 3ft. rlhis converter is illustrative only, there being several conventional species thereof, wherefore, it will suffice to refer but briefly to the components of this particular converter or turbine. The numeral 33 designates the primary or driving member of the turbine, whereas the secondary or driven member is shown at 43. Another element of the turbine is a casing or housing il which encloses the members 38 and 4i) and which may further serve to journal the tubular shafts 32 and 33 as at and 43 respecy.

tively. The driving or im'peller member 38 includes a series of circumferentially spaced blades or vanes i3 connected by a ring iid comprising a section of an annular core structure @S within an annular fluid chamber i. The secondary or iinpelled member includes a series of circumferentially spaced vanes E2 which support a ring element 53 of the core structure 49. Two series of circumferentially spaced vanes 55 and project oppositely from the ring element 54. Annular sets of vanes 53 and Gil are mounted on the casing L32. rlhe hydraulic means or converter 33 multiplies and transmits torque from the tubular shaft 32 to the low speed drive shaft 3d at reduced speed.

The high speed driving shaft l2 carries an anti-friction bearing 32 on which is jcurnalled a driving member Said member 34 is splined to the rear end portion of the low speed drive shaft 3e; and provides part of a driving means or low speed power train between the low speed driving shaft 34 and the driven shaft 22. This low speed power train includes an cverrunning clutch 35 comprising a plurality of rollers 33 circumferentially spaced about the driving member and engageable with a second driving member i5. Overrunning clutches of the type herein shown are generally conventional.

In the form of the invention shown here, the driving member l@ is provided integrally with a bevel drive gear l2. The gear l2 is in constant mesh with a plurality of planetary bevel pinions l, only one of which is shown. Each pinion ifi is journalled on a short radially extending shaft "FE, the inner end of which is carried in a mounting ring i3 and the outer end of which is carried in a carrier ring 30.

The pinions 'i4 are in constant mesh with a driven bevel gear 32 here shown as being formed integrally With the driven structure 26 described above. The bevel gears 'i2 and 32 and the bevel pinions 'i4 provide coupling elements that form parts of a disconnectible power train connection between the low speed driving shaft 33 and the riven shaft 22, the connection with the shaft 3 being effected through the overrunning clutch means 65. The outer periphery of the carrier ring is externally splined at Sii to provide a plurality of circumferentially spaced drive or clutch means in the form of teeth alined with a plurality of similar means or teeth 33 formed on the outer periphery of the driving member lil. Shiftable means in the forinof a ring 83 encircles the carrier ring 353 and member lil and is provided for connecting these two parts in driving relation. The ring S8 is internally splined at Sil and is axially slidably mounted on the carrier ring 83 by virtue of the teeth 8f3. The ring 33 further has internal teeth S2 capable of engagement with either the external teeth 83 on the Imember l or external teeth 94 on a stationaryT member 36 secured, as at 93, to the stationary housing i2 of the turbine 36, it being understood that the housing 2 is likewise connected to or part of the housing 24 that encloses the entire (transmission. The shiftable ring 88 is further capable of adjustment to a third or neutral position in which the teeth 92 thereon engage neither the teeth 86 of the member l@ nor the teeth gli of the stationary member 33. The ring 83 is shown in the drawings in its neutral position. When the ring is shifted to the right so that the teeth 92 engage the teeth 33 of the member lil the ring is in its forward position. When the ring 88 is shifted to the left from its neutral position so that the teeth 32 engage the teeth Sli of the stationary member e6, the ring is in its reverse position. The carrier ring 83 is provided with a spring-pressed detent |33 engageable with one of three notches in the ring 83, depending upon the position of the ring.

From the description thus far it Will be seen that the low speed driving shaft 34 may drive the driven shaft 22 in a low speed forward range or a low speed reverse range, relatively high torque being transmitted through the torque converter 33 as long as the clutch plate 3| and flywheel i3 are connected in driving relation. When the shiftable ring 83 is moved to its forward position, the teeth 92 thereon engage the teeth 86 of the member l' and the teeth 9i) thereon remain in mesh with the teeth 34 of the carrier Se. The driving bevel gear l2 is thus locked to the driven bevel gear 82 through the bevel pinions 'Ed and the driven shaft 22 is rotated in a forward direction through the driven structure 2U.

Reverse rotation of the driven shaft 22 is effected through the planetary gear set when the shiftable ring 83 is moved to its reverse position so that the teeth 92 thereon engage the teeth 94 on the stationary jaw clutch member 93.

When the transmission is being operated in its low speed forward range, the shaft l2 will be constantly rotating at a speed relatively higher than the speed of rotation of the low speed shaft 34, since the shaft I2 is directly connected to the iiywheel l0 and since a speed reduction to the shaft 34 is effected through the torque con-y verter 36. In the usual vehicle equipped with the transmission of the general type herein set forth, the transmission is automatically shifted from low speed to high speed in response to the attainment by the vehicle of a predetermined road speed. At such time the clutch plate 3| is estacas 5 disconnected from the ywheel i0, but the shift-.- able ring 88 remains in its forward position. Prior to disengagement of the clutch plate 3| from the flywheel I0, the speed of rotation of the high speed shaft I2 is considerably greater than the speed of rotation of the driven structure 26. For the driven shaft 22 to be alternatively connected and disconnected in driving relation with the high speed shaft I2, it is necessary that disconnectible driving means be provided therebetween, and to expedite establishment of the connection this disconnectible means includes a synchronizing device. In the present illustration, the disconnectible driving means is designated |02 and the synchronizing device |04, the latter being in the form of an overrunning clutch. The disconnectible driving means has a counterpart in the form of teeth ||8 on a ring having internal splines III meshed with an externally splined member |00 which is splined to the high speed shaft l2 at |09, whereby said counterpart IIS is constrained for rotation with said shaft. The companion counterpart of the disconnectible driving means is formed by a circular row of jaw clutch teeth ||6 on the driven structure 20. An annular drive member II2 of the synchronizing device |04 has a splined connection |06 with an end portion of the annularY member |08 and has a circumferential row of clutch teeth ||4 meshable with. the internal splines or teeth |I| of the member |I0 when the clutch lid- H8 is engaged. The splined connection |06 has considerable backlash enabling the teeth I I4 to move into blocking relation with the ends of the teeth III and thereby prevent meshing of the clutch counterparts I |6-I I0 during synchronization of the drive shaft I2 with the driven structure 20 and causing the counterparts I i-I i8 to be receptively disposed with respect to one another before being slid into mesh. Shifting force is transmitted to the ring ||0 through studs |20 projecting radially inwardly through slots |22 in the structure 20 from a ring I I constrained for rotation with said structure but slidable axially thereon.

In transmissions of the type in which the present invention forms an improvement, thesynchronizing device comparable to the synchronizing device |86 here is connected directly between the driven structure 20 and the member IIE. The device functions to synchronize the speeds of the driven shaft and the high speed driving shaft; that is to say, the device prevents deceleration of the high speed driving shaft below the speed of rotation of the driven shaft. Although such construction accomplished the desired purpose insofar as concerns synchronizing of the high speed driving shaft and driven shaft, it was subject to the disadvantage that it provided a driving connection between the driven shaft and the high speed driving shaft whenever the speed of rotation of the former exceeded the speed of rotation of the latter, which occurrence would take place when the vehicle wasv towed 0r pushed, with the result that the engine was driven through the high speed driving shaft, even though the shiftable means between the low speed driving shaft and the driven shaft Was in its neutra position. Although such a position may have been desirable from the standpoint of cranking the engine from the vehicle traction wheels, the result was undesirable in cases where. the only problem was to towv or push the vehicle as easily as possible.

According to the present invention the fore- 6 going problem is eliminated, and other des' able characteristics of the transmission retained, by means including thesynchronizing device, under control of the shiftable means between the driven shaft and the low speed driving shaft so that when such shiftable means (here the shiftable ring 88) is moved to neutral there will be no driving connecetion between the driven Shaft and the high Speed driving shaft. Specifically, this result is achieved in the form of the invention illustrated in Fig. y1 by means disconnecting the synchronizing device |04 from the driven shaft pursuant to placing the transmission in neutral. In the preferred example illustrated, the connection between the synchronizing device |04 and the driven shaft includes a sleeve |24 splined at |26 to an internally splined flange integra1 with the driving bevel gear 'I2 and provided at its opposite end with an enlarged generally cup shaped portion |23 connectible with a reduced end portion on the sleeve member ||2 by means of a plurality of circumferentially spaced clutch rollers |30. The portion |28, rollers |30 and sleeve member ||2 comprise the overrunning clutch forming the synchronizing device |04 previously described.

The operation of the transmission in its loWI speed range has been previously set forth in con-- nection with the description set forth above. The shift from low to high speed is made auto-y matically in response to predetermined road speed of the vehicle and involves release of the clutch plate 3| from the flywheel l0 and connection of the high speed shaft I2 to the driven structure 20 by means of the clutch IIB-IIB. Apparatus for automatically accomplishing this result may be conventional hydraulic motor means and has been illustrated here only generally in dotted lines at I3! in Fig. 1. A shifter fork |32 slideable on a rod |33 under control of the apparatus I3I shifts the slideable clutchshifting ring |-|5.

When the shift from low to high speed is initiated the high speed shaft I2 will be rotating at engine speed which is then greater than that of the driven shaft 22. Concurrently with release of the clutch plate 3| from the flywheel I0, the engine is decelerated and effects a corresponding deceleration of the high speed shaft I2. The synchronizing device |04 prevents deceleration of` the speed of the shaft I2 below that of the driven shaft 22, this result being accomplished through the overrunning clutch comprising the members H2 and |23 and rollers |30. Since the member |28 is part of the sleeve member |26, which is in turn connected by the spline |26 to the driving bevel gear l2 and, since the bevel gear 'I2 is connected to the driven structurel 25.) byl means of the planetary gearing (the shiftable ring 8d being in its forward position to connect the member with the carrier ring the driven shaft 22 is effectively connected to the outer element |28 of the synchronizing device. The result, for synchronizing purposes, is the same as that obtainable were the rollers |30 directly between the sleeve member ||2 and driven structure 20. When the speeds of the shafts l2 and 22 are synchronized, the shifter ring H0 clutches the driven structure 20 positively to the driving shaft I2 through.

set, since the shiftable ring 80 is still in its forward position; but the low speed shaft 34 will not be driven, inasmuch as the member 18 overruns the member 64.

When it is desired to tow or push the vehicle for the purpose of cranking the engine by means of the traction wheels, the shiftable ring 88 is set in its forward position. The transmission will be in low speed range, primarily because the disengagement of the clutch plate 3| from the flywheel i and the shifting of the clutch ring ||8 into engagement with the driven structure 20 through the teeth llt and H8, is dependent upon automatic devices operable in response to automatic devices under control of the engine, and these devices will not operate if the engine is not running. The engine will be cranked by the driven shaft 22 by power train connections progressing from the shaft 22, through the driven structure 28 and planetary gear set to the driving member 'it which, although overrunning the member Sli, is splined to the sleeve |24 which is in turn connected to the sleeve member H2 by the overrunning clutch means |04. This means as aforesaid is effective when the speed of rotation of the high speed shaft I2 tends to fall below that of the driven shaft 22. In other words, when the shaft l2 is stationary, the driven shaft 22 will pick up the shaft i2 through the overrunning clutch means |055. The foregoing result is achievable only when the shiftable ring 88 is in its forward position.

Now, when it is desired to tow or push the vehicle without cranking the engine by means of the driven shaft, the shiftable ring 83 is moved to its neutral position. The teeth 92 on the ring 88 will engage neither the teeth 85 on the member nor the teeth t on the stationary member 96, and the member 1Q will not be connected to the ring. The disconnection of the member 10 from the ring 88 consequently effects a disconnection between the driven structure 23 and the sleeve member l I2. Since the high speed shaft |2 is constrained against rotation by the dead engine, the connection through the overrunning clutch 94 of the gear 12 with this shaft will prevent rotation of gear 12 whereby the carrier is driven idly by the planetary gear set at onehalf the driven shaft speed.

In prior transmissions, wherein the synchronizing device corresponding to the synchronizing deH vice |855 is connected directly between the driven structure 2@ and the sleeve member H2, in contrast to being under control of a shiftable control member 88, there could be no absolute neutral, since such device would continue to effect a power-transmitting connection between the driven shaft 22 and the high speed driving shaft |2 and would thus cause cranking of the engine When the vehicle was pushed.

The synchronizing device 84 limits freewheeling of the transmission while it is connected in the low speed. Upon deceleration of the engine when the transmission is connected in low speed, the high shaft i2 will also decelerate, since it is connected directly to the engine, and clutch ring 88 connects the driven structure and the member and the latter is in turn connected to the outer member of the structure of this overrunning clutch is such as to prevent acceleration of the shaft 22 above the speed of rotation of the drive shaft |2.

Fig. 3

y The description of this form of the invention will proceed Without the duplication of illustration unnecessary to an understanding thereof, reference being had back to Fig. 2 for the source of power to the high speed and low speed driving shafts. Inscfar as the parts of the two forms of' the invention are identical, the same reference characters will be used. Insofar as the parts are comparable, the reference characters will be related by the use of numerals of the same value plus |00.

W ith the foregoing in mind, the reference chai'- acter |2 designates the high speed driving Shaft in Fig. 3 as it did in Fig. l. Likewise, 3d designates the low speed driving shaft; 2t is the driven structure and 22 is the driven shaft; |82 designates the disconnectible driving means between the high speed shaft |2 and the driven structure 20. The synchronizing device is designated by the numeral |64, as in Fig. i.

The means for driving the driven shaft 22 from the low speed driving shaft 3ft comprises a disconnectible driving means indicated generally by the numeral |66 and includes a rst driving member |68, a second driving member |12 and rollers iS, all of which form an overrunning clutch between the low speed shaft 34 and the driven shaft 22. The member |10 is provided as an external gear and jaw clutch cluster having a rst set of jaw clutch teeth |12 and a second set of gear teeth |86. The driven structure 20 is provided (in place of the bevel gear t2 of Fig. l) with clutch element means in the form of a set of eX- ternal teeth |82 providing part of a disconnectible clutch means, the other part being formed by the teeth |12 on the member |10. The teeth or elements |12 and |82 may be connected by a shiftable clutch ring |88 to establish driving relation between the member |18 and the driven structure 28. The ring |88 is provided further with external teeth |92. When the ring |88 is shifted to the right it is in its reverse position, in which position it engages and meshes with external teeth on a gear |83 which is in constant mesh with a gear |94 of a reverse idler cluster |95. lThe idler |95 includes as an integral part thereof a second gear I9@ which is in constant mesh with the gear |86 of the member |18. The external teeth |12 on the member |18, the external teeth |82 on the driven structure 22 and the internal teeth on the shiftable ring |83 are complemental so that when the ring |88 is shifted to the left to its forward position the members |18 and 20 will be connected together in driving relation. The neutral position of the ring |88 is as shown in Fig. 3 wherein the shiftable ring |88 engages neither the member 18 nor the gear |93.

The member iil includes an integral sleeve portion 225 which extends axially toward the synchronizing device |84 and which includes an annular portion 228 associated with the rollers |30 of the synchronizing device 84.

The shifting of the shiftable rings H8 and |88 is accomplishedV by mechanism of the type referred to in connection with the description of Fig. 1. f

The operation of the transmission provided with the structure of Fig. 3 is very similar to the operation of the transmission characterized by the form of the invention shown in Fig. l. When it is desired to operate the transmission in its low speed range, the shiftable ring |88 is shifted to the left to its forward position so that the teeth |82 on the driven structure 28 are engaged with the teeth |12 on the member |10 through ring |88. Driving relation between the low speed shaft 34 andthe vdriving member |19 is effected through the overrunning clutch vrollers |63.

Upon the attainment of a predetermined road speed, the transmission will be automatically shifted from low to high speed. The ring |33 will remain in its forward position. The clutch plate 3i will be disconnected from the flywheel iS] and power to the low speed shaft 34 through the turbine 36 will be cut off. As the speed of rotation of the high `speed shaft |2 decelerates in response to deceleration of the engine, it is picked up by the rotating driven shaft 22 through the synchronizing device |04, which is connected to the driven structure 2c through the ring |88. When the speeds of rotation of the high speed shaft |22 and driven shaft 22 are synchronized the two will be positively connected together by' functioning of the disconnectible means H32, as in the structure of Fig. 1.

The transmission willbe operated in reverse speed by shifting of the ring |88 to the right so that the teeth |92 thereon engage the gear |93. Since this gear is in constant mesh with the gear les! of the reverse idler |95 and since the other gear |86 of the reverse idler is in constant mesh with the teeth |85 on the member |16, reverse rotation will be .imparted to the driven structure 2B.

In general It will be noted that in both forms of the invention the important characteristic is that the synchronizing device or overrunning vclutch r|04 is not connected directly vbetween the high speed driving shaft l2 and the driven structure 2|), but instead is under control of the disconnectible driving means between the low speed and driven shafts (8B in Fig. 1 and |88 in Fig. 3). The desirable results attributed to this structure in connection with the description of Fig. l are characteristic also of the structure of Fig. 3. In both instances the transmission has an absolute neutraL so that when the shiftable ring 8B of Fig. l or |85 of Fig. 3 is in its neutral position there will be no power-transmitting connection between the driven shaft 22 and the high speed shaft l2, whereupon the vehicle may be towed or pushed without cranking the engine. Similarly, in either case, the vehicle may be towed or pushed for the purpose of cranking the engine when the shiftable ring `258 of Fig. 1 or |88 of Fig. 3 is shifted to its forward position.

It should be understood that the foregoing disclosure relates toonly two preferred embodiments of the invention .and that the invention has wider application than the specific structures illustrate. It is not desired, therefore, that the invention be limited to the exact details set forth, inasmuch as numerous modifications and alterations may be made therein without `departing from the spirit and scope of the in- ,train means; an overrurming clutch between the high Speed driving shaft and the driven shaft to prevent deceleration of such driving shaft to a speed less than that of the driven shaft incident to deceleration of the driving shafts following a period during which the driven shaft is driven from the low speed driving shaft; high speed clutch means for connecting the high speed driving shaft vwith the driven shaft when the former decelerates to synchronize with the latter, the connection of the overrunning clutch with the driven shaft being through at least a portion of said shiftable clutch, and said shiftable clutch being operable to terminate such connection pursuant to a shift into neutral 2, In a change-speed transmission: concentric 'relatively high speed and low speed driving shafts; a driven shaft in coaxial relation with said driving shafts; an overrunning power train engageable for driving the driven shaft from the low speed shaft including a clutch shiftable between a forward adjustment wherein it engages the power train and a neutral adjustment wherein said clutch disengages said power train;

`an overrunning clutch between the high speed driving shaft and Vthe dri-ven shaft to prevent deceleration of such driving shaft to a speed less than that of the driven shaft incident to deceleration of the driving shafts following a period during which the driven shaft is driven from the low speed driving shaft; high speed clutch means for connecting the high speed driving shaft with the driven shaft when the former decelerates to synchronize with the latter, the connection of the overrunning clutch with the driven shaft being under control of at least a portion of said shiftable clutch, and said shiftable clutch being operable to terminate such connection pursuant to a shiftinto neutral 3. In a change-speed transmission, the combination of: a rotatable high speed driving shaft; a rotatable low speed driving shaft; a rotatable driven shaft; engageable and disengageable driving means between and for driving the driven shaft from the low speed shaft, including a driving element connected to the low speed shaft for rotation therewith and rotatable with respect to the driven shaft when the driving means is disengaged but rotatable with the driven shaft when the driving means is engaged; an .overrunning clutch on the high speed shaft; and means operable to connect the overrunning clutch to the driven shaft, including a rotatable member connected to the aforesaid driving element and therefore disconnected from the driven shaft except when the aforesaid driving means is engaged.

4. In a change-speed transmission, the combination of a fast speed rotatable driving member; a slow speed rotatable driving member; a rotatable driven member; means disconnectible between the driving members for driving the slow member from the fast member at reduced speed; means for driving the driven member from the slow speed driving member when the latter is connected to the first driving member, comprising a clutch; and disconnectible drive means between and for driving the driven member at times from the rst driving member, including speed-synchronizing means connected to the driven member through said clutch when it is engaged.

5. In a change-speed transmission, the combination of: a rotatable high speed shaft; a rotatable low speed shaft; a driven shaft; dis- `@Q ltiiectible driving means between and for connecting the driven shaft to the low speed shaft; means for driving the driven shaft from the high speed shaft including a jaw clutch; and a synchronizing device for said jaw clutch connected between said high speed andl driven shafts through said disconnectible driving means.

6. In a change-speed transmission, the combination of z a rotatable high speed driving shaft; a coaxial driven shaft journalled at one end of the high speed shaft; a rotatable low speed driving shaft including a tubular portion surrounding and journalled for rotation with respect to the high speed shaft; rst driving means for connecting the low speed and driven shafts in driving relation and including a drive member fast on the low speed shaft tubular portion, a rst clutch element, overrunning clutch means between and for connecting the member and clutch element, a second clutch element fast on the driven shaft, and shiftable means for connecting and disconnecting the clutch elements; and second driving means for connecting the high speed and driven shafts in driving relation and comprising disconnectible clutch means ben tween the high speed and driven shafts, and a synchronizing device between the high speed shaft and the aforesaid first clutch element and operable to synchronize the speeds of the high speed and driven shafts only when the aforesaid shiftable means connects the clutch elements.

7. In a change-speed transmission, the combination of a rotatable high speed driving shaft; a coaxial driven shaft journalled at one end of the high speed shaft; a rotatable low speed driving shaft including a tubular portion surrounding and journalle'cl for rotation with respect to the high speed shaft; nrst driving means for connecting the low speed and driven shafts in driving relation and comprising a drive memn ber rotatable with the low speed shaft tubular portion and including a first clutch element, a second clutch element rotatable with the driven shaft, and shiftable means for connecting and disconnecting the clutch elements; and second driving means for connecting the high speed and driven shafts in driving relation and comprising disconnectible clutch means between the high speed and driven shafts, and a synchronizing device between the high speed shaft and the aforesaid drive member and operable under control of said shiftable means to synchronize the speeds of the high speed and driven shafts only when the aforesaid shiftable means connects the clutch elements.

8. In a change-speed transmission, the combination of: a rotatable high speed driving shaft; a coaxial driven shaft journalled at one end of the high speed shaft; a rotatable low speed driving shaft journalled for rotation with respect to the high speed shaft; first driving means for connecting the low speed and driven shafts in driving relation and comprising a drive member rotatable with the low speed shaft and including a first clutch element, a second clutch element rotatable with the driven shaft, and shifvable means for connecting and disconnecting the clutch elements; and second driving means for connecting the high speed and driven shafts in driving relation and comprising disconnectible clutch means between the high speed and driven shafts, and a synchronizing device between the hlgh speed shaft and the aforesaid drive member and operable under control of said shiftable means to synchronize the speeds of the high speed and driven shafts only when the afQreSa shiftable means connects the clutch elements.

9. In a change-speed transmission, the combination of: a rotatable high speed driving shaft; a coaxial driven shaft journalled at one end of the high speed shaft; a rotatable low speed driving shaft including a tubular portion surrounding and journalled for rotation with respect to the high speed shaft; first driving means for connecting the low speed and driven shafts in driving relation and including a drive member fast on the low speed shaft tubular portion, a rst clutch element, overrunning clutch means between and for connecting the member and clutch element, a second clutch element fast on the driven shaft, and shiftable means for connecting and disconnecting the clutch elements; and second driving means for connecting the high speed and driven shafts in driving relation and comprising a .separable clutch device including parts respectively on the driven and high speed shafts, and synchronizing means for synchronizing the speeds of the high speed and driven shafts and having a first member rotatable with the high speed shaft clutch part and a second member rotatable with the aforesaid first clutch element of the first driving means.

l0. In a change-speed transmission, the combination of: a rotatable high speed driving shaft a coaxial driven shaft journalled at one end of the high speed shaft; a rotatable low speed driving shaft including a tubular portion surrounding and journalled for rotation with respect to the high speed shaft; first driving means for connecting the low speed and driven shafts in driving relation and including a drive member fast on the low speed shaft tubular portion, a first clutch element encircling the drive member and having a connecting portion, overrunning clutch means between and for connecting the member' and clutch element, a second clutch element rotatable with the driven shaft, and shiftable means for connecting and disconnecting the clutch elements; and second driving means for' connecting the high speed and driven shafts iii driving relation and comprising a separabe clutch device including parts respectively on the high speed and driven shafts, and synchronizing means for synchronizing the speeds of rotation of the high speed and driven shafts, said synchronizing means having a member rotatable with the high speed shaft clutch part and a sleeve encircling the high speed shaft and connected at its opposite ends respectively to the high speed shaft clutch part and the aforesaid connecting portion of the first clutch element, one of said connections being positive and the other including an overrunning clutch.

1l. In a change-speed transmission, the combination of: a rotatable high speed driving shaft; a coaxial driven shaft journalled at one end of the high speed shaft; a rotatable low speed driving shaft journalled for rotation with respect to the high speed shaft; first driving means for connecting the low speed and driven shafts in driving relation and comprising a drive member rotatable with the low speed shaft and including a first clutch element, a second clutch element rotatable with the driven shaft, and shiftable means for connecting and disconnecting the clutch elements; and second driving means for connecting the high speed and driven shafts in driving relation and comprising disconnectible clutch means between the high speed and driven shafts, and a synchronizing device between the high speed shaft and the aforesaid drive member and including a sleeve member connected at one end to the high speed shaft and at its other end to the drive member, one of the connections being positive and the other including overrunning clutch means.

12. In a change-speed transmission including a high speed driving shaft, a low speed driving shaft, a driven shaft, an overrunning clutch having a rst'member connected to the low speed shaft and a second member adapted to be driven by the first member, first disconnectible driving means between the second member and the driven shaft and second disconnectible driving means between the high speed shaft and the driven shaft: that improvement comprising a one-waydrive synchronizing device for synchronizing the speeds of rotation of the high speed shaft and driven shaft prior to connection thereof in driving relation by the second disconnectible driving 14 means, said device including a first member con# nected to the high speed shaft and a second member connected to the second member of the first overrunning clutch means independently of said first disconnectible driving means. l

OSCAR H. BANKER.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 2,102,634 Lysholm Dec. 21, 1937 2,258,684 Lysholm Oct. 14, 1941 2,322,479 Schjolin June 22, 1943 2,369,126 Baker Feb. 13, 1945 2,369,369 Peterson Feb. 13, 1945 2,397,883 Peterson Apr. 2, 1946- 

